Guitarmaster Posted February 25, 2015 Report Posted February 25, 2015 This was a great way to start the day yesterday. Imagine my surprise, while in the pattern, moving the gear switch to "DN" and not receiving the appropriate response from the gear. Nothing. Hmmmm. . No amount of CB cycling was going to cut it. Of course, in a Mooney, a manual gear extension is more of an inconvenience then an emergency.. So, after 80 cranks, I have wheels to land on. Upon review, I suspect the down limit switch is stuck open when the gear is retracted. It makes sense with the response from the gear and the indications in the cockpit. If the NC portion of the switch never closes (I assume because of the cold weather) then it would not energize the motor. Anyway, just more bugs to chase away. I will follow up when I locate the problem. The point here really is, make the emergency gear extension a memory item if you have not already. It could really save your bacon if it happens in IFR conditions. Not applicable to you JB guys. Sent from my iPad using Tapatalk 2 Quote
Marauder Posted February 25, 2015 Report Posted February 25, 2015 I think I have it down pat for our Fs; Down, Pull, Slide, Crank, Push. Did I miss anything? 2 Quote
FloridaMan Posted February 25, 2015 Report Posted February 25, 2015 I think I have it down pat for our Fs; Down, Pull, Slide, Crank, Push. Did I miss anything? Fingernail check. 1 Quote
Bob_Belville Posted February 25, 2015 Report Posted February 25, 2015 I think I have it down pat for our Fs; Down, Pull, Slide, Crank, Push. Did I miss anything? Sounds awfully complicated. 1 Quote
gsxrpilot Posted February 25, 2015 Report Posted February 25, 2015 Yep, still liking muscle powered gear system in my Mooney. 7 Quote
Bob_Belville Posted February 25, 2015 Report Posted February 25, 2015 Yep, still liking muscle powered gear system in my Mooney. When I get old I'll trade down to an electric gear plane. 5 Quote
1964-M20E Posted February 25, 2015 Report Posted February 25, 2015 When I get old I'll trade down to an electric gear plane. +1 +1 Quote
Hank Posted February 26, 2015 Report Posted February 26, 2015 I think I have it down pat for our Fs; Down, Pull, Slide, Crank, Push. Did I miss anything? Never forget the first step; I learned it during transition training: PULL THE DADBLASTED BREAKER!! Of course, it may not activate like in training, but I didn't fold the handle away before resetting the breaker. No bruises, but my leg was sore and my headset was yanked off by the spinning handle. If I remember (from my one electrical failure), Slide, Unfold, Crank a whole bunch, Fold Up, Stow. Good job handling it in flight! Now to investigate and find the cause. Normal extension is 52 cranks. In my failure, it was only four turns to finish going down. I was on a VOR approach, having already shot a nearby ILS in actual, cleared for the approach and dropped off radar. Inbound on the procedure turn, passed the VOR, dropped gear, switched on lights?, and kerblooey, lost everything. Cranked them the rest of the way while discussing it with CFII, then handed her The Book from the seatback pocket and told her which page to read. Not very informative . . . The whole "Section V. EMERGENCY PROCEDURES" is a joke. Went home VFR, slow with gear down and Takeoff flaps out, followed the Ohio River just in case anything else went wrong 'cause that was the only flat land around. Mine was caused by a component on the circuit board behind the dimmer switch that let out so much smoke that no one could tell what it was--resistor, capacitor, inductor, transistor, nothing left but two charred wires. 1 Quote
Guitarmaster Posted February 26, 2015 Author Report Posted February 26, 2015 Mine was caused by a component on the circuit board behind the dimmer switch that let out so much smoke that no one could tell what it was--resistor, capacitor, inductor, transistor, nothing left but two charred wires. I hate it when the magic smoke in a circuit gets free!! Sent from my iPad using Tapatalk Quote
cliffy Posted March 7, 2015 Report Posted March 7, 2015 It's the Genie coming out of the bottle :-) Quote
RobertGary1 Posted March 9, 2015 Report Posted March 9, 2015 Remember to lube all the limit switches at annual. You want to exercise the switches to ensure they move freely and put a small bit of tri-flow on them to keep them running smooth. You should be able to inspect the squat switch just by climbing into the left wheel well. The squat switch works in reverse. On the ground its free, when off the ground it compresses (opposite of what you'd think). The gear travel limit switches are in the belly and require panel access. -Robert 1 Quote
Guitarmaster Posted March 10, 2015 Author Report Posted March 10, 2015 It seems to be working fine now the weather has warmed up. I am definitely going to get under there and lube the switches though. Quote
DaV8or Posted March 10, 2015 Report Posted March 10, 2015 It seems to be working fine now the weather has warmed up. I am definitely going to get under there and lube the switches though. Is it possible that because it's so cold there where you are that there may have been some moisture on one of the switches that froze and jammed the switch, but now it's thawed and working fine? Quote
RobertGary1 Posted March 10, 2015 Report Posted March 10, 2015 Is it possible that because it's so cold there where you are that there may have been some moisture on one of the switches that froze and jammed the switch, but now it's thawed and working fine? I was wondering the same thing. A bit of tri-flow would probably drive the moisture from the switch. However, normally its the squat switch that experiences this because its exposed to the splashed slush. The typical experience is that the gear will not raise. The gear limit switches are safely tucked away in the belly behind the access panels. I guess they could freeze but it seems less likely they'd accumulate that type of moisture in there. -Robert Quote
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